Fluid-pressure system.



4,1. N. WEIKLY.

' FLUID PRESSURE SYSTEM.

APPLICATION FILED MAR. 18. HHB.

Patented Apr. 15, 1919.

2 SHEETS-SHEET I.

J.4 N. WEIKLY.

FLUiD PRESSURE SYSTEM.

PPucATloN msn MAR. 1s. |918 Patented Apr. k15, 1919.

2 SHEETS-SHEET 2.

lll

STA

Es PATENT OFFICE'.

JAMES N. WEIKLY, 0F JERSEY CITY, NEW JERSEY.

FLUID-PRESSURE SYSTEM.

Lamaze.

The invention relates more particularly yto y. the compressed `air systems employed for applying the brakes of railway cars, and said invention is directed to the production of certain novel valves and coperating mechanisms carried thereby tobe used as substitutes for the usual angle valves or cocks'employed on the train pipes at each end of each car and lwhich angle cocks-receive the coupling hose members which connect the train pipe ofone car with that of the next adjacent car.

The object of my invention is'to provide a novel angle cock or valve contributing by its peculiarities of operation and capabilities of use, very greatly to the safety of a train of cars.

The angle cock or valve of my invention comprises a main inclosing casing to be connected with tlhe train pipe andcoupling hose member as usual, a rotary plug for opening and closing the main passage through said casing, an auxiliary casing which is at one Aside of and preferably integral with said main casing and which affords two valvechambers, valves -in said chambers, independent orts controlled by said valves and leading fliom said chambers to the open air, and independent passages controlled by the main plug and leading respectively from the hose side of the main casing to one of said clh-ambers and from the train side of the said main casing to the other of said chambers and which passages are'both closed by said main plug when itis in its open position and are both .opened when said plug is in its closed position. The angle-cock or valve possesses features of construction other than those just enumerated, and all of its details will be understood from the description hereinafter presented. l

When the main plug is turned to its closed position and Jchereby opens said passages `comrnunicatin with said valve chambers, the air in the ose' will flow into one of said chambers and effect the movement of the valves in both chambers to uncover the out let ports from said chambers, with the result Specification of Letters Patent.

Patented Apr. 15, 1919.' Application led March 18, 1918.. Serial No. 223,082.

that the air in the [hose will exhaust through one of said ports and the'air in the train pipe will exhaust to some extent through the other of said ports, and thai-,when the airl in the hose has exhausted sufliciently dhepressure of air in the train pipe will reseat said valves to move them to closed positions, thus closing the end of the train pipe.

Each angle valve may serve as an emergency brake to be operated by a trainman at either end of any car of a train for applying the brakes and stopping the train.

When it is desired to uncouple a car from a train, the angle valves at the forward end of that car and tlhe rear end of the adjacent car ahead will both be closed, thereby, in accordance with my invention, permitting the air in the coupling hose members to exhaust and the air in the train pipes to sufficiently exhaust to apply the brakes; and under this condition the engineer can restore the' pressure in the train pipe line ahead of the car to be left behind and movethe train on from said car, the connecting hose members of said car and the car ahead being pulled apart or uncoupled without manual attention and the uncoupled car being left with its brakes applied and the end of its air-pipe tightly closed by the pressure of the air in said pipe. My invention obviates the very great danger of uncoupling the air-hose when the same is under pressure and does so by permitting the pressure to exhaust before the hose is uncoupled, and my invention also and in the same way obviates the great expense incident to the damage to the pure rubber gaskets when the air-hose is uncoupled while under pressure.

My invention is advantageous in many ways, and will lbe fully understood from the detailed description hereinafter presented, reference being had to the accompanying drawings, in which:

Figure l is a side elevation of adjacent portions of two train air-pipes equipped with the angle-docks or valves of my invention and shown as coupled together by the usual airhose members;

Fig. 2 is a central vertical longitudinal section through the angle-cock or valve of my invention, the same being shown as in its normal open operative position, and the section being on the dotted line 2-2 of Fig. 4f;

Fig. 3 is a vertical transverse section through the same taken on the dotted line 3--3 of Fig. 4;

cent ends of said pipes and 12 the usual air` Fig. 4 is a top view of the same;l i

Fig. 5 is a central vertical longitudinal In the drawings, 10 designates portions ofA htwo adjacent train air-pipes, 11 they angle valves of. m'y'invention applied on the achahose members coupling said pipes together. 'Each car has at .each end of its train pipe 10 one of the valve 11, and Fig. 1 is I connected'with presented to indicate suflicient of the mechanism of two adjoining cars.

The angle-valve comprises a I*main cast metal casingv13 adapted at its end 14 to be the pipe 10, as usual, and at itsend 15 to receive the hose member 12 in the customary manner.

The casing 13 has the customarythrough passageway 16, and 'said casing incloses and.- .i

affords a suitable seat forjthe tapered plug or main valve 17 the customary Pening-Qllportl'S/to standin line with the p casing.

passageway 16 when the vplug is in its open position, shown in Figs. 2 and 3,' and suitable side surfaces to close said passageway when the plug is turned to its closed position shown in Fig. 5. The plug 17 may be held in place rby a threaded cap 19 or lin any other suitable way, and the casing 13 preferably contains a. bearing sleeve or bushing 20 for -said plug and which is stationary with and may be considered as a part of the Upon the upper end of the plug or main valve 17 is formed a polygonal head 21 to recelve the usual well known angle-cock operat1ng-handle22 or Aother suitable operatlng means, and'on the casing 13 adjacent to said head 21 are'the usual'stop-lugs-23, .24 (Fig. 4) to coperatewith said handle 1n stopping andlocking said handle in its two positions in the customary known manner, the lug 23 serving as the stop when the handle is moved to turn the plug 17 to openvv position, and the lug 24 servingas the stop when said handle is moved to tur/n said plug-4 The new features more particularly related to my inventionlwill now be described, Aand I may first refer to the auxiliary casing 25, which for convenience, compactness and saving of expense I cast on the side of the main casing' 13.

The casing. 25 contains in its end portions twovalve chambers 26, 27, respectively, andA the outer ends ofthese chambers are closed by plugs 28,v 29. The chambers 26, 27 at theirl inner ends'y are separated from each other by a partition 30 which has an outlet port 31 leading from the chamber 27. The partition .30 has a vertical hole 32 to receive 4'and guide a valve stem 33 on whose lower end is secured a valve 34, preferably .ofthe piston type, adapted vto the chamber 26 and when in its lower position to close van outlet l port 35 leading from said chamber and when elevated to open or uncover said port.

The partition 30 contains avertical opening 36 which is in communication with the outlet port 31, and around the upper edges of said opening 36 is formed a valve seat for the valve 37 confined within the chamber 27.`

The valve 37 has a depending luted stem which guides in the opening orhole 36 and may engage-the flat top of .the stem 33 of the valve 34. The valve 37 has an upwardly extending stem 38 which guides within a thimble 39 depending from the plug 29, as shown in Fig. 3. In the practical operation of the mechanism4 the valve 34 ascends to uncover the port 35 andi'through the stem 33 pushes the valve 38 to open position, thel upward movementl of said valves being caused by the airpressure in the hose connections, and thereaftervfdue to the pressure in the train-pipe acting on the valve 37,. said valve 37 is forced downwardly to its seat and acting against'the steml 33forces the 4valve 34 downwardly to cover theA port 35. l

IInthe hose-end of the main casing 13 there'is formed a passage or lduct 40 leadiing to a segmental groove 41 formed in the lower side portion of the main plug or valve 17, as clearlyvillustrated in Figs. 2 and 8, there being no outlet fromV the segmental groove 41 when the angle-valve is in itsv open position, shown in Figs. 2 and 8.

About in line with the plane of the 'segmental groove 41 a duct 42 is formed in the valye casing andleads to the cham-ber 26 of the auxiliary valve casing 25 and terminates below the valve 34 in said chamber. In the normal operative position of the angle valve,

in communication with the passage or duct 40, and vunder such vcondition the -air Vin the hose 12 may vexhaust -througli'the duct40,

l segmental groove 41 and duct42 and act against thelower end' of thevalve 34 to.

elevate said-valve and through said valve fedect the upward'movement of the valve 37 fthe inner end of the duct 42 isA closed by iis from its seat. When the valve 34`is moved upwardly by the air pressure in the hose 12, it uncovers the port 35, so that said air may exhaust through said port 35. 5 ln its upper side portion the valve or plug 17 is formed with a segmental groove 43, and the valve casing 13 in the train end of said casing is formed with a duct 44 which in the open position of the angle-valve is held sealed 'by the plug 17, as shown-in Fig. 7. Vhen the plug 17 is turned to closed position. shown in Fig. 5, its segmental groove will be carried to a position to connect the duct 44 with a duct 45 leading into the r chamber 27 of the auxiliary casing 25, and under this condition it may readily be seen that the air pressure in the train pipe may exhaust to some extent through the duct 44 into the segmental groove 43 and thence zo through the duct 45,into the valve chamber 27 at the upper side of the valve 37 therein.

In the practical operation of the mechanism when the plug 17 is turned to closed position, the air in the hose will exhaust, as

'i hereinbefore described, through the passage 40, segmental groove 41 and duct 42 into the valve chamber 26 and effect the elevation of both valves 34, 37, and thereupon after the exhaust in the hose connections becomes sufficient and the pressure lof the air therein is overcome by the pressure in the train pipe, the train pipe pressure acting on the valve 37 will seat said valve and through the same and the valve stem `33 move the valve 34 to 35 closed position. An important feature of this operation is that the air in the trainpipe exhausts through the angle-valve to a sutlicient extent to apply the brakes and that t ie cud of the trainpipe at which the anglelo valise is located becomes sealed by the air pressure acting against the valve 37 thus leaving; the end of the pipe so sealed thatit may retain the compressed air. A further important feature of the operation is that after the air has exhausted from the hose,

the train may be moved ahead from a car to be uncoupled and the two members of the hose merely pulled a'uart without manual attention. W hen a car is to be uncoupled from a train, the forward angle-valve of that car and the rear anglevalve of the next adjacent car ahead will both be turned to closed position, thereby permitting the hose members to exhaust and the train pipes to sufficiently exhaust to apply the brakes.

'lhcreaifter the engineer may, with the use of his um restore the ressure in the ll 7 l0 train-pipe line ahead of the car to be uncoupled and move the train ahead, separatce ing the two members of the hose and leaving the uncoupled car -stationary on the tracks with its brakes set. The turning of any one angle-valve from open to closed po-` sition will result in the air exhausting at es both sides thereof and in the brakes being applied, but whenever a car is to be uncoupled, the two adjacent angle-valves should be turned to closed position, so-that when the train moves ahead from the car to be left, the then rear angle-valve of the train will be Sealed by the closing of the valve 37.

A fuililer feature of my construction is that I prtiuide-a warning for compellinl a full movement of the handles 22 and p ug 17 to their openposition, or that shown in Fig. 2, and these means compriseea duct 46 formed in the upper portion of the hose-end of the valve casing, a segmental groove 47 formed in the upper side portionL of the 4plug 17 and a very small escape port 48 formed in the casing 13 above said duct 46 andin position to communicate with thel groove 47 and duct 46 at anytime at which the plug 17 has not been fully turned to its proper open position. In any instances in which the lplug 17 has not been' turned to its fully open position, the air in the hose connections will Aexhaust through the duct 46 into the groove 47 and issue from the duct 48 with a sound which will attract the attention ofthe trainman and Warn him that he has not properly o -erated the valve and must move the plug 1 to its full open position. The air issuing from the small duct 48 has a whistling soundlafter the'nature of escaping steam, and a trainman will thereby be warned to open the valve fully.

The manner of utilizing my invention in uncoupling cars will be fully understood without further explanation, and it will be obvious that a trainman at eitherend-of any car of the train may, by operating one of the h indles 22, apply the brakes. A further important utility of my invention is that it maybe utilized, for instance on long freight trains, for permitting a trainman at any part. of the train to send in a signal to the engineer. An annunciator may be provided in the ca'b and a trainman at any pon tion of a long freight train could effect the operation of said annunciator, according to such code of signals as might-be adopted by oscillating one of the handles 22 quickly back, and forth so as to operate the annunciator by the reduction of pressure inthe train pipe-line.

My invention is not limited to what may be technically called an angle-cock or valve, since so far as the invention is concerned it makes no difference whether the hose-cud .of the valve casing inclines downwardly at an angle, such outline for the hose-end of the casing being for the benefit of the hose, so that it may sag downwardly in a proper manner, and having nothing whatever to do with the operation of the novel features constitutingmy invention. The words .angle valve or angle cock as used in this application are not to be considered as words of limitation, but as generic expressions inf adapted o receive the hose-members.I My in- "vention iS.

t1on` of stance to h valvel casing, norm every ine use of the valve at the ends of v the ,train-pipesince this valve is of novel l5 compartments,

b`etns'truction and operation and if 'interposed anywhere in a fluid-pressure pipe-line would operate with beneficial results.

The essential operation of my invention Twill be understood from the description hereinbefore resented, and in this operation the 'closing o .the main valve or plug 17 divides the pipe-line into what may be said to be two one being at one side of said plug and the other at the other side thereof, and permits the pressure to exhaust from one of said compartments against oneof the auxiliary valves, a port and also to actuate the other auxiliary valve, to-wit, 37, so that it will open a duct from the other compartment, the pressure in which will act to close both auxiliary valves after the pressure in the iirst mentioned compartment has been relieved and becomes overbalanced by the pressure in the second mentioned compartment. The valves 34, 37 have a differential area, the area ofthe valve 34 being greater than the exposed area cfgllthe valve 37, whose upper portion 38 envtersthe thimble 39, and hence the pressure in the hose-members lmay temporarilyovei-,

i balance the rpressurefrom the train pipe in the chamber 27, but when the pressure 1n the hgse-members has sufficiently exhausted the pressure lfrom the train pipe, acting against the valve 37, will reseat both valves 34, 37 or move them to their closed position, the valve 37kthen sealing the end ofthe train pipe.

\I\have hereinbefore described the operation of my angle-valve with respect to the full open and full closedl positions of the plu 17. There may, however, be an interme iate operation which might-be of special benefit. I form the groovesl 41, 43 in the plug 17 of such predetermined length that the exhaust from the hose-end of the valve will commence when the handle 22 has been turned, accidentally or otherwise, say about seventeen degrees, and that the exhaust from the train end of said valve will commence when said handle has been moved toward its closed position about three additional degrees, under which condition there will be an exhaust through the port 31, because duringgthe first turning ofthe handle, say, seventeefn, degrees, theI exhaust through vthe groove41 lifted^the valve v34 and caused it to elevate the valve 37. The handle 22 might b accident lor by beingl knocked by some chain or other part of `the connections, be turned to a part-ly closediposition, when the train is in motion and not intended to be stopped.l The bleeding of lthe hose and train-pipe under theAvr accidental condition in this instance 34, to uncover my invention as stated would tend to apply the brakes, while at the same time the `plug-l7 would not be in open and the engineer ma under ds then open`position`,'\is that -the f its closed position, but onlpartly turned in v that direction. ,One bene thief allowing the 7o dition utilize the entire tra'n-pipe system in an emergency application of`t e brakesflilt 1s to be understood ltherefore I do not mean in every instance' that the plug i's absolutely closed, because we\obtain an .80. lvalve the train operation when the plug is but inthe practical use ofthe man will move" the same either to its full partly open,

open position or full closed position. Thel other operation to which I have just referred y would arise more through accident than. otherwise, and should the handle `22 be' turned by accident throug a part of its throw only, theexhaust fro `both sides of the plug 17 would continue until the trainman discovered the cause of the diiiiculty and righted the plug 17, turning said plug o afull closed to its full open 'position or position, a's might be necessary.

I preferably allow the exhaust from the hose into the valve chamber 26 before the train pressure can exhaust through the chamber 27, so that in the event that the valve 37 the stem 33 may be in direct contact if de sired, but I prefer to have said stems se arated from each other a slight distance w en the auxiliary valves are in their closed -position, so that when the valve 34 starts up 'wardly to open the valve 37, the stem 33 ma taching the valve 37 from its seat.

My angle-valv`e ossesses many capacities for practical use 'ahd those that I have indicated are' suiiicientior the purposes of this application. "n

I do not limit my invention to details of form or construction further than the appended claims may require, because I're'gard broadly new and of substantial beneiit. l

What I claim as my invention and desire to secure by Letters-Patent, is:

1. A valve of the character described comprisinga casing to be interposed in 'a fluid .pressure ipe-line and having amain valve member or opening and closing themain passage therethrough, auxiliary chambers having outlet ports, auxiliary valves with- 11'0 i strike the depending stem of the valve 3V with a sort of blow which would aid in dei insaid chambers for controlling said ports, al duct leading from one s ide of said main valve when it is in closed position to "one of saidichambers and a duct leading from the other side of said main valve,when closed, to the other of said chambers, the whole being so arranged that the pressure at one side of the main valve may exhaust into one of said chambers and move the valve therein to open the exhaust port therefrom and eiect the movement of the other auxiliary valve to its open position, whereby on the reduction of pressure at one side of' said main valve, the pressure at the other side of said valve may act to seat both of said auxiliary valves and close the ports from said chambers. y

2. A valve of the character described comprising a casin to be interposed in a fluid pressure ipe-l ne and having a main valve member or opening and closing the main Vpassage therethrough, auxiliary chambers having outlet ports, auxiliary valves within said chambers for controlling said ports, a

ductgleading from one side of said main valve when it is in closed position to one of said chambers and a duct leading from the other side of said main valve, when closed, to the other of said chambers, the whole being so arranged that the pressure at one side of the main valve may exhaust into one of said chambers and move the valve therein to 1 open the exhaust port therefrom and effect the movement of the other auxiliary valve to its open position, whereby on the reduction of pressure at one side of said main valve, the pressure at the other side of said valve may act to seat both of said auxiliary valves and close the ports from said chambers, said auxiliary valves having a differential exposed area to accelerate their closing action on the reduction of pressure at that side of the main valve first exhausting.

3. A valve of the character described comprising a casingto be interposed in a fluid pressure pipe-line and having a main valve member for opening and closing the main passage therethrough, auxiliary chambers having outlet ports, auxiliary valves within said chambers for controlling said ports, a

duct leading from one side of said main valve when 1t is in closed position to one of said chambers and a duct leading from the other side of said main valve, when closed, to the other of said chambers, the whole being so arranged that the pressure at one side of the main valve may exhaust into one of said chambers and move the valve therein to open the exhaust port therefrom and effect the movenfnt of the other auxiliary valve to its open .jsitiom whereby on the reduction of pressure at one side of said main valve, the pressure at the other` side of said valve may act t0 seat beth of said auxiliary valves and close the ports from said chambers, said auxiliary valves having a differential area `so' that the pressure at that side of the main pressure pipe line and having a main valve member for opening and closing the main passage therethrough, auxiliary chambers having outlet ports, auxiliary valves withinsaid chambers for controlling said ports, a duct leading from one side of said main valve when it is in closed position to one of said chambers and a ductleadin from the other side of said main valve, w en closed, to the other of said chambers, said ducts being partly' formed in said casin and partly in said main valve member. andeing closed when said main valve member is in its open position. e

5. A valve of the character described comprising a casing to be interposed in a Huid pressure pipeline and having a rotary plug for opening and closing the main passage therethrough, auxiliary chambers having outlet ports, auxiliary valves insaid cham-v bers for controlling said ports, a duct leading from said main passage at one side of said valve, when the valve is in closed posi,- tion, to one of said chambers and a duct leading from said main passage at the other side of said plug, when the plug is in closed position, to the other of said chambers, said ducts in the open position of said plug being closed,iand the pressure at one side el'l said main passage being free to close its auxiliary valve on the reduction of pressure at the other side of said passage.

6. in a compressed air system for railway trains, in combination, ltrain-pipes for each ,car, hose members for coupling said pipes tween adjacent cars and valves of the chairw "acter described on the ends of said pipes receiving said hose members, said valves each comprising a main easing, a plug theren in for opening and closing the main passage therethrough, means on the closing of said plug forl bleeding or venting the hose, means, also on the closing of said plug, for .permitting the air in. the train pipe to exhaust to some extent, said last mentioned means be ing adapted tobe closed by the pressure in the train pipe when the pressure in the lisse has exhausted. l

7. In a compressed air system for railway; trains, in combination, train-pipes for each car, 'hose members for coupling said pipes between adjacent cars and valves of the character described on the ends of said pipes and receiving said hose members, said valves each comprising a main casing, a plug .therein fore-opening and. closing the main passage therethrough, auxiliary chambers having outlet ports, auxiliary valves within saidchambers' for controllingsaid ports, a

.i .duct leading from the hose side of said plug when it is in closed position to one of said I' ambers and a duct leading from the other 1de of said plug, also when in closed position, to the other of said chambers, said auxiliary valves being in coperative relation, whereby when the said plug is moved to closed position, the pressure in the hose may exhaust into one of said auxiliary' pipe-line of said system andhaving a main valvemember for opening and closing the main passage therethrough, means on the closing of said main' valve member for permittin they exhaust of the air pressure at one si e thereof and means, also on'the closing of said main valve member, for permittingthe exhaust to some extent ati-the other side' of said. member, said last mentioned means being adapted to be 'closed by the pressure on said side of said valve member when thepressure at the other side of said -mernber has exhausted.

9. In acompressed air system for railway trains, a valve of the character described comprising a casing to be interposed in the pipe line of said system and having a rotary plug with a handle thereon for openin and closing the main passage througsaid casing, means on the closing of said plug for permitting the exhaust of' the air pressure at both sidessthereof, said means being adapted to be closed by the pressure in said system at one side ofsaid -valve when the pressure on the other side of said valve has exhausted.

10. In a compresed air system for railway trains, in combination, train-pipes for each car, hose membersjfor coupling said pipes between adjacent cars and valves of the character'described on the ends of said pipes and receiving said hose members, each of said valves comprising a ymain casing, a plug 5 therein for opening and closing the main passage therethrough,`and means, onthe closing of said plug, for permitting the pressure' to exhaust from both sides of said plug,

,thereby exhausting the'hose and applying the brakes, said means being adapted on the exhaust of ,the'h'ose to be closed by the pressure in the train-pipes.

11.v In a compressed air system for railway trains, 'in combination, train-pipes for each car, hose members for' coupling said pipes between adjacent cars and valves of the char# acter described on the ends of said pipes and receiving said hose members, said valves each comprising a main casing, a plug-thereinfor opening and closing themain passage therethrough, auxiliary chambers havin outlet ports, auxiliary valves in' said cham ers for the hose' side of said main valve to one of said chambers, and a duct leadin from. the train side of said main valve to t e other of said chambers, said ducts being clo'sed by said plu when the same is iny its open posi-v tion an moved to its closed osition, and thevalve in the auxiliary cham er for the hose connec` tions being of piston type and having a stem engaging the auxiliary valve in thev auxiliary suiciently to apply the brakes and then actl to move said auxiliary valves to their closed position. y

12. A valve of the character described comprising a casing to be interposed in a luid opened by said plug when 1t is' controlling said ports, aduct leadingfrom pressure pipe line and having a main' valve v memberfor opening and closing the main passage therethrough, auxiliaryy chambers.

havin outlet ports, auxiliary valves within said c ambers for controlling said ports, a duct leading from one side'of said mam valve when it is in closed position to oneof said chambers and a duct leading from the other side of said main valve, when closed, to the other of said chambers, said ducts being' partly formed in said casing and partly in said main valve member and bein closed when said main valve member is in its open position, and said ducts also being so proportioned and located that they become partly opened to exhaust during the closin movement of the mainvalve member an before said member closes the passage throughthe pipe line.V V l 13. A valve of the character described comprising a casing to be interposed in a fluid pressure pipe lineand having a 'rotary plug for opening and closing the main passage therethrough, auxiliary chambers having'outlet ports, auxiliary valves in said chambers for controlling said ports, a duct leading from said main passage at one side'of said valve, when the valve is in closed position,to one of said chambers and a duct leading -from said main-passage' at the other side of said plug, when the plug is in closed position,

y partly opened to exhaust during the closing and the pressure at one side of said main pas*- Signed at New York city, in the County of sage being free to close its auxiliary valve on New York and State of New York, this 16th 10 day of Mareh,.A. D. 1918.

JAMES N. WEIKLY.

the reduction of pressure at the other side of said passage, and Said ducts also being so proportioned and located that they become Witnesses:

. CHAS. C. GILL,

ARTHUR MARION.

movement-,of said plug and before said plug has closed the passage through the pipe line. 

